Fuel atomizing unit



June 10,'1969 R. cjLARsoN, SR 3,449,098

FUEL ATOMIZING UNIT Fi-led June 17, 1964 INVENTOR RAYMOND c. LA/PsoA/,se

PATENTAGENT 3,449,098 FUEL ATOMIZING UNIT Raymond C. Larson, Sr., 2944 Rustic Drive,

San Jose, Calif. 95124 Filed June 17, 1964, Ser. No. 375,846 Int.'Cl. F02m 29/04, 61/04 U.S. Cl. 48--180 1 Claim ABSTRACT F THE DISCLOSURE A fuel atomizing unit including a semi-spherical screen projecting from the -fuel inlet passageway int the intake manifold of an internal combustion engine together with a butterfly valve of generally circular configuration, mounted on a transverse pivot centered relative to the semi-spherical screen so as to project thereinto.

The present invention relates to an improved carburetion system, and more particularly, to a fuel atomizing unit which can be utilized in conjunction with a standard carburetor. I

In an internal combustion engine which burns liquid fuel such as gasoline, it is necessary to generate a fuelair mixture before combustion. The function of a standard carburetor is to form the correct fuel-air, mixture at all loads and speeds of the engine, by subdividing or atomizing a liquid fuel and mixing the finely divided particles of fuel with air. The ideal fuel-air mixture delivered to the intake manifold of an engine should be a homogeneous intimate mixture of minute fuel particles in air to permit development of the maximum possible powerand should have composition or strength to develop maximum econ omy for each condition of engine operation. When an engine is burning such an ideal fuel-air mixture, maximum combustion of the fuel is achieved while smoke and unexploded fuel vapor in the exhaust are held to a minimum.

It is the general object of the present invention to provide an improved carburetion system for more effectively atomizing a liquid fuel and mixing the finely divided particles of fuel with air.

More particularly, it is a feature of the invention to provide a fuel atomizing unit that is conjoined with a standard carburetor to effect reduction of fuel particle size so as to optimize subsequent combustion whereby greater fuel economy and reduction of smog is achieved.

It is another feature of the invention to provide a fuel atomizing unit in the form of a screen or other foraminous member having a configuration such that optimum distribution of the fuel-air mixture into the intake manifold is achieved.

Additionally, it is a feature of the invention to provide a fuel atomizing unit that is simple to fabricate 'and install in a standard internal combustion engine.

Other objects and features of the invention will be apparent from the following detailed description, referenc being made to the annexed drawing, in which:

F-IG. 1 is a side elevation, partially broken away, of a carburetion system mounted upon an intake manifold and embodying the present invention, and

FIG. 2 is a horizontal sectional view taken along lihe 2--2 of FIG. l, and illustrating the fuel atomizing unit in plan.

With reference to the drawings, a standard dual-barrel carburetor is shown in FIG. l having barrels 12 rand 14. Flanges 16 and 18 project outwardly from the lowermost portion of the carburetor barrels and are adapted to rest upon an intake manifold 20 whereat the structure is secured by bolts 22 which project upwardly from the intake manifold through suitable openings in the flanges for reception of nuts 24. The interior portions of the 3,449,098 Patented June 10, 1969 barrels 12 and 14 are hollow, forming passageways 26 and 28 for the flow of a fuel-air mixtureI from the carburetor to the intake manifold. Ports 30and 32 in the intake manifold 20 register with the passageways 26 and 28 for the entry of the fuel-air mixture. Throttle valves 34 and 36 are positioned ','within the barrels 12 and 14 respectively. These throttlevvalves can be of the butterl ily type, as shown, which pivot within the'ifcarbu'retor barrels from an open to a closed position about the respective pivot pins 38 and 40.

Clamped between the flanges 16, 18 v.and the intake manifold 20 is a foraminous member 42 preferably composed of stainless steel screen although a meshed fabric or a perforated plate can be utilized. Screen material having 20 apertures per linear inch is considered optimum. The outer portions 42a of the screen 42, can be covered with a seal forming material or sandwiched between suitable gaskets 44 so as to form an effective seal between the carburetor flanges 16, 1-8 and the intake manifold 20. The central portions 42b of the screen extend transversely of the carburetor barrels 12, 14 across rthe passageways 26 and 28 and the ports 30 and 32 into the intake manifold. These central portions 42b of the screen 42 are formed in a semi-spherical shape below each barrel 12 or 14 to project downwardly into the intake manifold 20. The center Ipoint of each semi-spherical screen portion 42b is axially aligned wit-h the respective barrel 12 or 14 wherefore the periphery of each butterfly type valve can project into the respective semi-spherical screen portions 42b.

In operation, a fuel-air mixture is sucked from the carburetor 10 through the barrels 12, 14 and screen 42 into the intake manifold 20. As this fuel-air mixture passes through the screen 42, droplets of liquid fuel strike the screen and are further atomized into minute particles of fuel so that greater area contact with the fuel is provided. Sometimes, the fuel-air mixture striking the butterfly valve 34, 36 causes the fuel to agglomerate. However, the relatively large particles are divided into line particles as they pass through the screen 42. The rapid llow of air from the carburetor into the intake manifold is rendered more turbulent by the interposed screen 42 which turbulence causes the finely divided particles of liquid fuel to be mixed with the air so that a homogeneous and readily combustible mixture is formed. The curvature of the screen 42 tends to cover the llow pattern of the fuel-air mixture regardless of the laterally displaced cylinders to 'which the fuel is ultimately delivered; By atomizing the liquid fuel into fine particles and thoroughly mixing it with air, greater fuel economy is achieved and smog creating wastes are reduced as a result of more complete combustion of the fuel within the internal combustion engine.

While a dual carburetor is shown, it is to be understood that this invention would be applicable to single or other multiple barrel carburetors. IIt will be understood that modifications and variations of the improved carburetor disclosed herein may be resorted to without departing from the spirit of the invention and the scope of the appended claims.

Having thus described my invention, what I claim as new and desire to protect by Letters Patent is:

1. In an internal combustion engine having a carburetor and an intake manifold,

means defining a passageway between said carburetor and said intake manifold for the flow of a fuel-air mixture therethrough,

a semi-spherical, foraminous member positioned generally transversely of said passageway and projecting therefrom into the intake manifold, and

a generally circular butterfly valve mounted on a pivot 3 4 substantially centered relative to said semi-spherical 1,620,410 3/ 1927 Tansill 48--180 lforaminous member so that the valve periphery is 1,973,745 9/ 1934 Bucklen 48--180 adapted to project into the interior of said semi- 2,535,410 12/ 1950 Grevas 48--180 spherical foraminous member. 2,589,946 3/ 1952 Linn 48-180 5 2,614,037 10/ 1952 Linn 48-180 References Cited 2,657,123 10/1953 Goldman 48-180 UNITED STATES PATENTS 2,784,069 3/ 1957 Falzone 48-180 1,061,655 5/1913 Bachmal- JOSEPH SCOVRONEK, Primary Examiner. 1,178,891 4/1916 Walther 48-180 1,254,100 1/1918 Willis. 10 U.S. C1. X.R.

1,269,252 6/1918` Brown. 123-141 

